Page 10 - ford

A few weeks ago we completed our first set of prototype pipes. After a quick evaluation by our team, it was time for a vehicle test fit. Last week we set our Fiesta ST (FIST) up on a lift and began swapping the stock piping for our components.

First, the hot-side pipe was bolted into place.

Mishimoto Fiesta ST performance parts installed

The hot-side pipe slid into place perfectly. Our mounting bracket lined up, and the hardware properly secured the pipe into place.

The cold-side pipe was a bit more challenging to install, but soon we had it in place as well.

It has been a while since we took a look at what is going on in the world of the Fiesta expansion tank. In our last post we test fitted our 3D-printed prototype on the Fiesta ST. After fitment was confirmed, we played the waiting game for our final prototype's arrival at our development facility. Our best efforts at being patient paid off when we had two packages arrive this morning!

Fiesta ST expansion tank

Fiesta ST expansion tank

Each expansion tank comes with an overflow hose

In our last two posts we took a look at the prototype catch can brackets and hoses for both the driver and passenger-side. As a recap and to better explain our results, the next paragraph describes the crank case ventilation systems on the Mustang GT. If you're not in a reading mood feel free to continue to the results below.

Crank Case Ventilation on the Mustang GT

While we can continue to refer to the two catch can systems as the driver and the passenger-side, we can also differentiate them another way. This will allow us to better understand the results of our testing. The passenger-side catch can is tapped into the ventilation line that allows crankcase air (and blow-by) to exit the engine. We often call this the positive crankcase ventilation, or PCV line. This line is equipped with a valve, referred to as the PCV valve, which works to regulate the air flowing through the crank case ventilation (CCV) system. The driver-side catch can is tapped

We're back for some new 6.0L product development! It has been a few months since the release of our recent intake elbow and thermostat housing, and our team is itching to start a new project on our 6.0L Powerstroke shop truck. This time, we're aiming to create an aluminum degas bottle that would provide additional cooling system reliability. Within the past year, we've increased our focus on development of aluminum expansion tanks, and we've brought to market some unique tanks that provide improved durability and style.

One of our recent projects was a tank for the 2015+ Ford Mustang, which features some unique internal baffling to emulate the functionality of the stock tank.

Mishimoto's 2015+ Mustang

Good news! Our first prototype intercooler pipe kit is complete. We can now evaluate both fitment and functionality on our Fiesta. Let's take a look at each pipe we created.

Prototype Cold-Side

First we have the more complex pipe of the pair, the cold-side.

Fiesta ST charge pipe prototype

Complexity comes in the way of multiple bends combined with numerous pipe-mounted features. To the right side of the pipe, you can see the flat flange that serves as a mounting point for the factory pressure sensor. This flange is CNC-machined to provide a proper seal.

Here at Mishimoto headquarters we are working to expand our arsenal of Mustang parts. We are making significant progress on our oil cooler design, and an interesting design it is. We are aware that many Mustang GT owners are adding forced induction to their already powerful V8s. We are taking this into account by offering an oil cooler that would still leave room for some of the larger intercoolers required for aftermarket turbo and supercharger kits. This strategy created quite a challenge for our engineers. As always, they rose to the occasion and created a brand new and unique cooler design specifically for our beloved GT. Drumroll please!

Rather than designing a traditional bracket for this all-new oil cooler, our engineers went with an interesting design. Modeling the bracket after one of the plastic upper air diverters, the new bracket will replace the diverter as the bracket for the cooler. Because a picture really is worth a thousand words, check out some photos of the first

The EcoBoost (EB) engine series is quite impressive and packed full of amazing technology. Direct injection and efficient turbochargers have contributed significantly to improved fuel mileage without compromising engine output. Our fleet of shop vehicles currently includes two EB-powered vehicles, a Fiesta and a Mustang. Both models thoroughly impressed our team with their power, drivability, and handling. We developed a ton of new products for the 1.6L, 2.0L, and 2.3L. Now it is time to turn our attention to the V6 EB world. Our first target is a performance intercooler for the 11-14 3.5L F-150.

From our experience with other EcoBoost models, the factory intercoolers are not exactly ideal. The Mustang heat-soaks after a few pulls, and both hot hatches will quickly exceed the intercooler efficiency with a couple easy modifications. Although the factory F150 intercooler is comparably more stout than the coolers for the smaller 4-cylinder models, many have still found it to be inefficient

Last time we took a look at the passenger-side catch can setup for our brand-new Mustang GT. We will still be making more improvements to our original design going forward, but the main location will stay the same. Now onto our driver-side catch can development!

Driver-side Mustang catch can bracket installed

Driver-side Mustang catch can installed

The driver-side catch can was a bit more difficult to place than

The 2016 Mustang GT has arrived at Mishimoto, and we are wasting no time in developing products for Ford's newest version of the Pony car. We decided to begin with a version of our baffled oil catch can specifically designed to be direct-fit with the Mustang GT.

Stock Mustang Parts

You would be doing your Coyote a favor by installing some type of catch can for preventative maintenance. Some feel that a catch can is not a necessity until you introduce forced induction, which may be the case. On the other hand every ounce of blow-by collected in a catch can is an ounce that is not heading back into your intake to kill fuel mileage, buildup on valves, and increase the risk of detonation. To read more about the benefits of a